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Help RG250 Aussie jetting

Discussion in 'Suzuki 250cc 2 Strokes' started by warnzie, Jan 18, 2019.

  1. warnzie

    warnzie Member Premium Member

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    could anyone give me their “Aussie” jetting for a rg250 mk3? I’ve been having issues with it not reving out freely after 8k.

    I’ve replaced the regulator as it was pushing out too much voltage, which screwed my battery. So I got a new reg, new battery and great charging properly now, but for some reason when hitting 8k when powervalve operates - this is operating fine too it just doesn’t want to rev freely, it’s like it’s been held back. Then once in a blue moon it will rev freely right redline???? I’m wondering it is a jetting issue as everything else is working as it should?

    As it’s a import from Japan, does anyone know if they had like a restriction on them or something?
     
    Last edited by a moderator: Jan 18, 2019
  2. GreyImport

    GreyImport Administrator Staff Member The Big Cheese Contributing Member

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    Have u compared what u have to the specs from the Mk3 manual?

    rg250 carb.png
     
  3. warnzie

    warnzie Member Premium Member

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    Think that will be my next check...when I got the carbs checked over the mechanic said all was to spec...but...my power valve cover looks like it was built for full power and restricted - most likely for the jap domestic market. So thinking as we have turned it right way up the jetting might be out?
     
  4. warnzie

    warnzie Member Premium Member

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    This the brain box I got, anyone know if these no’s are in anyway a domestic market restricted box?

    5995AE16-730C-4098-AB3C-B2B5875F2597.jpeg
     
  5. Murdo

    Murdo The Good Doctor Staff Member Premium Member Ride and Events Crew Contributing Member

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    Why don't you just google the part number. There are pages of them, although not cheap.
     
  6. warnzie

    warnzie Member Premium Member

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    Very good idea, but was hoping these no’s might ring a bell with someone that it maybe a restricted unit for the jap domestic market, but doesn’t look like it back to the drawing board.

    I know it’s running slightly hotter plugs - as it came from japan so might just put the standard b9es plugs in and see what happens...time to go back to the simple things
     
  7. warnzie

    warnzie Member Premium Member

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    Actually hang on, can someone conform for me what plug I should be using for a 86 mkiii? Im getting conflicting answers. Should it be a resistor type - as in a br9es and not a b9es?
     
  8. GreyImport

    GreyImport Administrator Staff Member The Big Cheese Contributing Member

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  9. warnzie

    warnzie Member Premium Member

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    Yep must be looking at wrong manual. I thought it should be a resistor type as there is a CDI unit. In any case how do I check to see if my model is a E-02,06,15 ect and not “the others”?
     
  10. warnzie

    warnzie Member Premium Member

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    Hay lads, can I ask a huge favor? Could someone post a pic of the inside of their PV cover (side with cables) and let me know if the PV disc rotates between the shorter length or longer length of the powervalve cover stops. Hope this makes sense
     
  11. warnzie

    warnzie Member Premium Member

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    No takers?
     
  12. GreyImport

    GreyImport Administrator Staff Member The Big Cheese Contributing Member

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  13. warnzie

    warnzie Member Premium Member

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    For what it’s worth can anyone verify if this is the correct way up for a mk3 rg250 powervalve cover - slots on top???

    3DB67AFE-17B8-4C2F-9742-0A5EBDDD2606.jpeg
     
  14. James P

    James P Active Member

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    The 'brain box' in your photo (Part No.32910-40A00) appears to be the exhaust valve controller. The CDI unit is 32900-40A00.

    I'm not an RG owner, but I do have the Japanese parts catalogue - it shows the numbers above. The same numbers are also shown on the CMSNL website diagrams for various 'export' models:

    https://www.cmsnl.com/suzuki-rg250f..._model13997/partslist/FIG18.html#.XElZcs8zbqY

    https://www.cmsnl.com/suzuki-rg250-..._model13999/partslist/FIG18.html#.XEla9M8zbqY

    Previous experience suggests to me that JDM 250 two-strokes were not 'restricted' until late 1992. Although earlier JDM models are often quoted with lower output than export models, I get the impression that this was just a trick to appease local authorities in Japan. As an example, the JDM 1988 Kawasaki KR-1 was quoted as 45ps at 10000rpm, while the export version was 55ps at 10500rpm. Parts catalogues confirm that all parts which could affect output (e.g. carbs, air intakes, pipes, cylinders, heads, power valves, CDI etc.) were exactly the same. I couldn't find any official power curve for the KR-1, but it is plausible that output could jump by 10ps in the space of 500rpm.

    Concerning the 'country code' of your RG; Have a look at this list: http://www.rhinopower.org/Tech/ECodes.html

    Concerning your spark plugs; i don't imagine that the presence or absence of a resistor will have too much effect on the running of the bike. The main function of the resistor (whether in the plug or the plug cap, or both) is to reduce the interference with communications caused by the high-voltage discharge. My own preference is to use a resistor plug cap (5k Ohms) with a plain (non-resistor) spark plug.
    I also like to use fine-wire plugs (e.g. B9EG, B9EV, B9EGV etc.), as these are more resistant to fouling than the standard type plugs. They are of course more expensive, but do seem to last a lot longer.

    I'm sorry I can't help much with the problem you're having, but some of this info may point you in the right direction.

    Regards,
    James
     
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  15. James P

    James P Active Member

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    With hindsight, I should probably qualify that statement a little. From 1989, many JDM 250s had a kind of restriction which cut (or drastically retarded) the ignition when the bike's speed reached 180km/h. There was no restriction up to that speed and the speed limiter in many cases was reasonably easy to bypass.
    In late 1992, the restriction to 40ps for 250s meant that a range of measures were taken to ensure limits were not exceeded (e.g. by engineering the ignition, pipes, air intakes etc.). Again the restrictions could be bypassed or removed, but it was a lot more involved than just tinkering with the speedo!

    Regards,
    James
     
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  16. warnzie

    warnzie Member Premium Member

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    Thanks for everyone’s replies, looks like I may of found the issue...it would seem the manual doesn’t match up with where the PV should be...very wierd but it looks like we may of solved the prob
     
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  17. my67xr

    my67xr Bike Enthusiast Staff Member Premium Member Contributing Member

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    I would have thought the slot's should go down, they'd act like a drain if there was a leak behind it
     

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